EP2000402A1 - Dispositif de quille pour un bateau - Google Patents

Dispositif de quille pour un bateau Download PDF

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Publication number
EP2000402A1
EP2000402A1 EP07405158A EP07405158A EP2000402A1 EP 2000402 A1 EP2000402 A1 EP 2000402A1 EP 07405158 A EP07405158 A EP 07405158A EP 07405158 A EP07405158 A EP 07405158A EP 2000402 A1 EP2000402 A1 EP 2000402A1
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EP
European Patent Office
Prior art keywords
arms
keel
length
watercraft
hull
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Application number
EP07405158A
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German (de)
English (en)
Inventor
Erfindernennung liegt noch nicht vor Die
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Individual
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP07405158A priority Critical patent/EP2000402A1/fr
Publication of EP2000402A1 publication Critical patent/EP2000402A1/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B41/00—Drop keels, e.g. centre boards or side boards ; Collapsible keels, or the like, e.g. telescopically; Longitudinally split hinged keels

Definitions

  • the invention relates to a keel device for a watercraft, which preferably has a ballast body, such as a keel bomb. Furthermore, the invention relates to a watercraft, such as a sailboat, comprising such a keel device.
  • keel devices are known from the prior art. For example, describe Beckert et al. in their US 6,338,308 B1 a device for moving and controlling keels, which can be swiveled to both sides. The device is located at the lowest point of the keels and therefore need not be balanced by an additional counterweight.
  • the device includes a drive unit which is mounted within the keel, wherein in the keel bomb a moving unit is housed, which consists of left and right moving elements, which are arranged in pairs. The movements are passed as longitudinal movements through the keel body and converted into pivotal movements in a connecting piece, by which the keel is attached to the hull.
  • the keel can be determined with the help of Beckert et al. pivot device described by up to 90 °.
  • the DE 28 33 783 A1 discloses a keel, which is not composed of one piece, but of two symmetrical Kielschianun.
  • the two half-bodies can be pivoted hydraulically to either side at right angles to the ship's longitudinal axis either individually, successively or together.
  • the Schwenkkiel is equipped in its practical design with two lift arms and two spline seals.
  • the assembled keel makes it possible to achieve optimal sailing characteristics.
  • the Kielschisson are spread hydraulically, the sailing yacht still has very good sailing characteristics.
  • the keel half-bodies have been raised to about 50 ° on either side of the vertical, automatic water-dropping of the vessel is made possible.
  • This construction has no means for shifting a ballast body. Therefore, it is not suitable for exerting a righting moment on a vessel counteracting a heeling of the vessel.
  • the construction requires movement mechanisms inside the hull of the vessel and therefore can not easily be retrofitted.
  • a bending keel which has at least one central, flexible keel plate and on both sides of this attached and adjustable in length flexible tension elements (such as ropes, straps, wires, rods or tubes).
  • the tension elements are stored in the area of the root and keel sole directly or via adjusting elements and guided along the keel plate by guide elements.
  • the bending process is then achieved by unilateral tightening of the tension elements against the keel plate, wherein the tension element is relaxed accordingly on the opposite side.
  • For compression-resistant tension elements of the bending process is supported by appropriate pressurization.
  • a neutral position of the keel can be stabilized by bilateral uniform tensioning of the tension elements.
  • the bending keel described here allows only a limited pivoting of the keel bomb transverse to a longitudinal axis of the vessel.
  • no lifting and lowering device is combined with the bending keel.
  • bending forces on a keel are unfavorable in view of the high loads that such a keel must withstand during operation and jeopardize the stability of the keel device.
  • Marggraf As the prior art held by means of rubber ropes and catchable via a wire rope and lowered Hubkiel that can break out due to fatigue or material overload from the keel box.
  • the device disclosed by Marggraf is characterized by an arrangement of compression springs in spring channels, which virtually eliminates the dangers that can occur due to tearing of rubber cables or tension springs.
  • Miller describes in the US 3,788,257 a catamaran with a fin keel attached along the central longitudinal axis of the bridge or wing surface.
  • the keel can be easily retracted and extended by operating a safety mechanism if the keel should hit an obstacle or touch the ground.
  • the adjustable keel allows the catamaran to be adjusted for efficient sailing in deep water as well as for shallow water situations such as taking off from the beach.
  • the Hubkiel disclosed here can not be pivoted and thus does not offer the possibility of exerting a controllable and a heeling of the vessel counteracting righting moment on the vessel.
  • the object of the invention is to provide a keel device, which has versatile uses and thereby a stable, thereby safe and uncomplicated as possible construction.
  • two arms which are variable in their length are fastened on the hull side and at a distance from the vessel and connected to one another via a joint.
  • the spacing of the fortifications of the arms in this case runs essentially transversely to a longitudinal axis of the watercraft.
  • the longitudinal axis will usually be aligned parallel to the direction of travel of the watercraft.
  • the fortifications of the arms are preferably arranged on each side of the longitudinal axis of the vessel at the fuselage.
  • the fortifications of the arms preferably also each have a joint, so that the Angle between an arm and the trunk surface to which it is attached is variable.
  • the joint, via which the arms are connected to each other is preferably located in each case at the end of an arm opposite the attachment.
  • both arms become a cooperating unit.
  • a change in the length of one arm while maintaining the same length of the other arm results in a displacement of the joint transverse to the longitudinal axis of the vessel. Since a weight distribution is associated with the displacement of the joint, the desired effect of a Schwenkkiels can be achieved in a simple and less costly manner.
  • Another advantage is that the arms are loaded only on train or pressure and no bending forces occur. This leads to a higher stability and safety of the keel device.
  • the desired effect of a Schwenkkiels is to cause a possible heeling of the vessel counteracting weight shift.
  • the effective lever arm of the keel device can be changed by moving the hinge closer to or further away from the hull on the opposite side of the arms.
  • the keel device according to the invention also has the function of a lifting keel. It can be adapted to different depths of fairway.
  • the keel device preferably has a ballast body and particularly preferably a keel bomb, via which the arms are connected to one another.
  • a keel bomb positioned in this way then represents the essential mass fraction of the keel device. If the keel bomb is connected to both arms of the hull of the vessel, it can be moved particularly efficiently. Because most of the bulk of the keel device is confined to a small space area, namely the keel bomb, and located far from the pivot axis, that is displaceable by means of a large lever, the keel device can effect the desired weight shift within particularly wide limits.
  • the arms themselves can act as ballast body.
  • weight shifting is effected by the keel device in this way. It is also possible to attach weights to the arms.
  • the keel device is all the more effective the farther the center of gravity of the keel device is away from the pivot axis.
  • the arms comprise a screw spindle to change their length.
  • a screw spindle can precisely adjust the length of an arm.
  • a control of the screw can be uncomplicated, for example via an electric motor done. The mechanical complexity of such a construction is low overall.
  • the arms comprise a hydraulic element to change their length.
  • a hydraulic element can reliably move even heavy loads.
  • This second embodiment is particularly suitable if the vessel is already equipped with other hydraulic elements.
  • the hydraulic elements of the keel can be connected to the existing pressure system and do not necessarily require additional compressors.
  • the arms which constitute the connections between the ballast body and the hull of the watercraft, form an angle of more than 0 ° to each other on the ballast body.
  • the arms are preferably not parallel to each other.
  • the angle between the arms depends on the current length of the arms and thus on the position of the ballast body. Particularly preferably, the angle has an upper limit of 180 °. This angle will usually not be achieved if the arms are attached directly to the hull of the vessel and the ballast body can not be raised by additional means.
  • a movement mechanism for changing the length of the arms is located outside the hull of the watercraft.
  • these movement mechanisms are advantageously located inside the arms.
  • a moving mechanism may be provided for varying the length of the arms within the fuselage. These may also be parts of the movement mechanism such as an electric motor whose movement is transmitted via a gear to a screw in one of the arms.
  • variable in length arms are at least partially formed as keel fins.
  • the arms can be assigned with an additional function.
  • the arms are given defined and manipulable flow characteristics which can assist the keel device raising and / or stabilizing effect of the vessel.
  • a training of the arms as keel fins can reduce the flow resistance of the arms, which can have an advantageous effect on the handling characteristics of the watercraft.
  • the arms can also with a streamlined sheathing be provided, which alone reduces the flow resistance of the arms, without supporting the righting and / or stabilizing effect of the keel device.
  • the keel device preferably comprises a run-up safety device which protects the keel device against damage when the watercraft comes to rest on an underwater obstacle or, for example, in shallow fairway water, on the ground. Since the keel device dives far into the fairway, there is a greater risk for vessels with a corresponding device to touch under the water surface obstacles. Such underwater collisions can result in severe damage, which is why a casserole, which essentially allows yielding of the keel device, is advantageous.
  • the run-up protection of the keel device is realized by an articulated joint.
  • a joint represents a defined point at which the keel device gives way to any force exceeding a certain amount.
  • the articulated joint is characterized in a particularly preferred embodiment in that it allows yielding of the keel device against the usual direction of travel of the vessel and is designed in other directions substantially inflexible.
  • the joints thereby have the option to continue to use the keel device after triggering the casserole, after the joint has been moved back.
  • the keel device can do without a backup safety.
  • other casseroles can be provided, such as a predetermined breaking point in the arms or on the attachments of the arms to a hull of the vessel. This ensures a safe yielding of the keel device with respect to an obstacle or the bottom of the fairway.
  • the arms are made changeable in their length during a driving operation of the watercraft.
  • the change in the length of the arms can be done automatically or manually.
  • the keel device can be adapted to the prevailing wind and water conditions in the short term and the handling characteristics of the vessel can be adjusted according to the changing conditions.
  • a keel device is adaptable, for example, to a specific sailing area, to the regionally customary wind and water conditions or to the weight distribution of the watercraft.
  • the keel device has a control with which the length of the arms is automatically adaptable to a heeling of the watercraft.
  • a controller can even determine the position of the vessel and optionally with the involvement of the wind and water conditions, the length of the arms so control and adjust the keel device so that the position of the vessel is controlled.
  • the controller may also receive data about the position of the vessel, the wind and water conditions, and information about the desired ride characteristics of the vessel from an external source and control the keel device accordingly.
  • the automatic control of the keel device means that a vessel equipped with it can have different driving characteristics. So it is conceivable, for example, that the vessel is kept as stable as possible in a first mode of operation, ie heeling is avoided as possible.
  • the keel device can be controlled to directly counteract any heeling. This is for example possible because a ballast body is deflected so far on the windward side of a sailboat until either the sailboat is in an upright position or the effect of the ballast body is already maximum.
  • the ballast body could counteract rocking of the watercraft by targeted movements, for example, due to swell, in each case by opposing accelerations of the ballast body are effected.
  • sporty driving characteristics of a sailboat can also be assisted by also deflecting the ballast body on the windward side of the sailboat until an optimal heeling of the boat has been achieved.
  • the length of the arms can be changed manually or on the other hand, manual commands are input to a controller of a moving mechanism.
  • the keel device also includes a position sensor which outputs a feedback on the current state of the keel device.
  • FIG. 1 shows a sailboat 9 with a hull 1, to which two variable in length arms 2.1 and 2.2 are attached.
  • the hull 1 has a heeling to a first side.
  • Fasteners 3.1 and 3.2, which the hull 1 with the arms 2.1 and 2.2 connect, lie on each opposite sides of a longitudinal axis 10 of the sailboat 9 and are arranged symmetrically with respect to the longitudinal axis 10.
  • a longitudinal axis 10 of the sailboat 9 extends between the bow and stern of the sailboat 9.
  • the two arms 2.1 and 2.2 are connected to each other via a keel bomb 4.
  • the first arm 2.1 is extended further than the second arm 2.2, so that the keel bomb 4 is deflected in the direction of the second arm 2.2 from the middle of the boat. In this way, a righting moment is exerted by the keel bomb on the boat hull 1.
  • the length of the arms 2.1 and 2.2 can be adjusted individually, so that infinitely arbitrary positions of the keel bomb can be adjusted in a substantially defined by the maximum and minimum length of the arms 2.1 and 2.2 action area.
  • FIG. 2a shows a keel device, which is designed as a keel fin.
  • the keel bomb 4 is connected to the vessel via streamline body 5.
  • the streamline body 5 can be designed as a panel for differently designed arms.
  • the arms themselves have a streamlined shape.
  • FIG. 2b shows a section through the in FIG. 2a shown Kiel device along the line AA.
  • An arm 2 of a keel device according to the invention is designed as a keel fin.
  • the arm 2 is fixed at its one end with a keel bomb 4. Further, the arm 2 is encased by a streamline body 5, so that the flow resistance of the arm 2 is minimized in its operation in the water.
  • This streamlined body 5 at the same time assumes a function as a fin by acting in a stabilizing manner on the direction of travel of a vessel equipped with the device according to the invention.
  • the flow resistance of the streamline body 5 is highly dependent on the direction of flow and has a local minimum for a particular direction of flow, whereby the directional stabilizing effect is achieved.
  • the flow resistance of an arm 2 surrounded by a streamline body 5 is less than an arm 2 of circular base area and the same minimum diameter as the streamline body 5.
  • FIG. 3 shows a sailboat 9, on the hull 1 two two variable in length arms 2.1 and 2.2 are attached.
  • the fasteners 3.1 and 3.2 which connect the hull 1 with the arms 2.1 and 2.2, lie on each opposite sides of a Longitudinal axis 10 of the sailboat 9 and are arranged symmetrically with respect to the longitudinal axis 10.
  • the two arms 2.1 and 2.2 are connected to each other via a hinge 8.
  • the joint 8 is part of a keel bomb 4, connected to the keel bomb 4 or is formed by the keel bomb 4.
  • the arms 2.1 and 2.2 comprise two parts, namely a first part 6.1 and 6.2 fastened to the hull 1 of the boat 9 and a second part 7.1 and 7.2 attached to the joint 8.
  • FIG. 3 shows a state of the keel device, in which the two arms 2.1 and 2.2 are extended.
  • the keel bomb 4 has a large distance to the hull 1 of the boat 9. In this state, the keel device is particularly effective because the keel bomb 4 is laterally very far deflected.
  • an arm 2.3 is located.
  • several arms may be provided for stabilizing the keel bomb 4.
  • FIG. 4 shows the sailboat FIG. 3
  • the keel bomb 4 can be brought closer to the hull 1 of the sailboat 9.
  • This condition is particularly suitable for low water rides such as maneuvers associated with docking or dropping off to a beach.
  • the comparison of the two FIGS. 3 and 4 shows that the device according to the invention in addition to a pivot and a lifting function fulfilled when the lengths of the arms 2.1 and 2.2. be changed symmetrically.
  • FIG. 5 shows a sailboat 9 with a keel device according to the invention in a side view.
  • a keel bomb 4 is attached by arms 2.1 and 2.2.
  • the arms 2.1 and 2.2 each have an articulated joint 12.1 and 12.2.
  • the keel device is equipped with a casserole. If the sailboat 9 in a fairway, in which the water depth is smaller than the extension of the keel device, or if the keel device should encounter underwater while driving against an obstacle 11, give the articulated joints 12.1 and 12.2 and thus prevent damage to the Sailboats 9.
  • the articulated joints 12.1 and 12.2 are arranged in this embodiment so that they yield only a force along a longitudinal axis 10 of the sailboat 9.
  • the keel bomb shown in the figures can also be replaced by particularly heavy arms whose mass density preferably increases with increasing distance from the hull of the vessel.
  • the arms can be connected directly to each other via the keel bomb or via a joint, whereby the joint can be part of the keel bomb.
  • the arms can be at different distances from each other. The closer the mounts of the arms to the hull of a craft are, the more force must be absorbed by the mounts upon deflection of the keel bomb.
  • a fixed relative change in length of the arms leads at different spaced fasteners to different deflections of the keel bomb. It is also possible to make the fortifications of the arms on the fuselage indirectly.
  • the shape of the hull of the vessel also has less impact on the range of action of the arms.
  • the hull, when directly attached to the hull by the arms, has an effect on the range of action of the arms, insofar as this is limited by the hull shape and in particular its curvature about a longitudinal axis of the vessel. This becomes particularly clear when one of the arms threatens to hit the hull of the vessel.
  • the casserole fuse, which in FIG. 5 does not have to be directly on the hull of the vessel, but can also be mounted at a different height of the arms.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
EP07405158A 2007-06-04 2007-06-04 Dispositif de quille pour un bateau Withdrawn EP2000402A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07405158A EP2000402A1 (fr) 2007-06-04 2007-06-04 Dispositif de quille pour un bateau

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP07405158A EP2000402A1 (fr) 2007-06-04 2007-06-04 Dispositif de quille pour un bateau

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EP2000402A1 true EP2000402A1 (fr) 2008-12-10

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EP07405158A Withdrawn EP2000402A1 (fr) 2007-06-04 2007-06-04 Dispositif de quille pour un bateau

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009080259A3 (fr) * 2007-12-21 2010-10-28 Paolo Chiaves Ensemble dérive pour bateau à voiles
CN105882911A (zh) * 2016-04-29 2016-08-24 河南丹江大观苑旅游有限公司 一种景区游览船抗摇摆装置及抗摇摆方法
CN111924051A (zh) * 2020-09-29 2020-11-13 山东省海洋资源与环境研究院(山东省海洋环境监测中心、山东省水产品质量检验中心) 一种基于海洋牧场平台游钓装置
CN118651361A (zh) * 2024-08-16 2024-09-17 湖南万骏船舶有限公司 具有船头自适应维稳功能的观光船船头结构总成

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2470724A1 (fr) * 1979-12-04 1981-06-12 Boisson Ernest Dispositif anti-gite pour voiliers
CH638148A5 (en) * 1980-08-25 1983-09-15 Charles Burger Ballasted sail boat
US5163377A (en) * 1991-05-09 1992-11-17 Dyna-Yacht, Inc. Sailing yacht
FR2826631A1 (fr) * 2001-06-28 2003-01-03 Yves Kinard Dispositif destine a faire varier le tirant d'eau d'un navire et a permettre l'oscillation de la quille de facon a augmenter le couple de redressement.
FR2834686A1 (fr) * 2002-01-15 2003-07-18 Pierre Vironneau Dispositif d'absortion de chocs pour quille de bateau

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2470724A1 (fr) * 1979-12-04 1981-06-12 Boisson Ernest Dispositif anti-gite pour voiliers
CH638148A5 (en) * 1980-08-25 1983-09-15 Charles Burger Ballasted sail boat
US5163377A (en) * 1991-05-09 1992-11-17 Dyna-Yacht, Inc. Sailing yacht
FR2826631A1 (fr) * 2001-06-28 2003-01-03 Yves Kinard Dispositif destine a faire varier le tirant d'eau d'un navire et a permettre l'oscillation de la quille de facon a augmenter le couple de redressement.
FR2834686A1 (fr) * 2002-01-15 2003-07-18 Pierre Vironneau Dispositif d'absortion de chocs pour quille de bateau

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009080259A3 (fr) * 2007-12-21 2010-10-28 Paolo Chiaves Ensemble dérive pour bateau à voiles
CN105882911A (zh) * 2016-04-29 2016-08-24 河南丹江大观苑旅游有限公司 一种景区游览船抗摇摆装置及抗摇摆方法
CN111924051A (zh) * 2020-09-29 2020-11-13 山东省海洋资源与环境研究院(山东省海洋环境监测中心、山东省水产品质量检验中心) 一种基于海洋牧场平台游钓装置
CN118651361A (zh) * 2024-08-16 2024-09-17 湖南万骏船舶有限公司 具有船头自适应维稳功能的观光船船头结构总成

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